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B. N. DIOKERSON, J12, & (LG. CURTIS.

AUTOMATIC ELEGTR IG RAILWAY.

Patented Jan. 9, 1883.

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E. N. DIGKERSON, Jr., & G. G. CURTIS. AUTOMATIG ELEGTRIG RAILWAY.

No. 270,209. Patented Jan. 9,1883.

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E. N. DIGKERSON, J1- & 0 e CURTIS. AUTOMATIC ELECTRIC RAILWAY. No. 270,209. Patented Jan. 9; 1883.

(No Model.) 5 Sheets-Sheet 4.

E. DIOKERSON, J15, & 0. G. CURTIS. AUTOMATIC ELECTRIC RAILWAY. Nb. 270,209. Patented Jan. 9,1883.

Wfna sc A (NoModeL) 5Sheets-Shet5. B. NIDIGKERSON, Jr., 8B O. G. CURTIS.

AUTOMATIC ELEGTRIU RAILWAY.

No. 270,209. Patented Jan; 9,18 3.

[I z z r a!) \YITNESSES I INVENTORS I! UNITED STATES PATENT FFICE.

EDWARD n. DIGKERSON, JR, AND oHARLns c. CURTIS, on NEW YORK, N. Y.

AUTOMATIC ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 270,209, dated January 9, 1883,

Application filed July 24, 1882. ("No model.)

1'0 all whom it may concern Beit known that we, EDWARD N. DIOKER son, J r., and CHARLES G. CURTIS, citizens of the United States, residing at New York, in the county and State of New York, have invented new and useful Improvements in Automatic ElectricR-ailways, of which the following is a specification. I

r ,Our invention relates to electric railways generally, and is especially applicable tothose designed to carry small parcels automaticallythnt is, without any'person riding upon the cars from place to place.-though some of the improt-ements are applicable to other kinds of electric railways. As shown, itis arranged to he placed in a store. or house for the purpose ot'conveying small parcels or othermatter lrom the counters to a central station or desk; and i it consists, first, ot'two sets of tracks'which branch out in various directions from the cen tral desk and extend to all the counters, one of which sets serves to convey. the goods and cash from the counters to the central desk, and

the other of which serves as returrrtracks to convey the parcels and change back to the counters; second, ofsmall cars suitable for carrying packages and money, which are propelled upon these tracks by means of electric :inorors fixed to the cars and actuated by electrio cnrrentsconveyed to them through the. rails of the track, acting as conductors; and, third,"ot' some economical source of electric current-a dynamo-electric, machine, for iii- =.stancewhich is electrically connec'ed with the rails of the various tracks in such a manner as to supply all the cars inmotion at any one time with theproper amount of electric' current. Each counter isprovided with aside [track arranged so as to be conveniently accessible to the corresponding salesman, upon which the cars intended for that are automati- Qrally switched,.an(l upon which the empty cars to ;(leposit the purchased article, together with themoney, in the car, push the car by hand from the side track onto the direct track, when it will automatically start and be propelled to the central desk, where the operator will switch itou the return-track, upon which it will be conveyed back to the counter. containing the article wrapped up and the proper change. In what follows we have assumed the tracks to be erected overhead directly above the long counter-tables at such a height that they can only be reached by the salesmen; but it is obvious that the most desirable 6o disposition of the tracks with respectto the counters would depend entirely upon the general arrangement and size of the establishment, and consequently could not be determined bet'orehand. In the accompanying drawings, Figure l is a. plan showing one-halt'ot' a system of tracks, together with the counters and central desk,. arranged in a store according to our invention. Fig. 2 is a detail plan of the tracks, showing the arrangement at each counter. Fig. 3 represents an end view of one of the cars constructed according to our inventi-oiu Fig. 4 is a side view of the same. Fig. 5 represents a plan view of the car inverted, so as to show the electrical arrangement and connections. Fig. 6 represents an end view of the commutator of the electric motor. Fig. 7 is a plan of a junction of two tracks, showing our contrivauce for automatically preventing col- ,80 li ion. Fig. 8 is a plan of a car upon the track, showing the mode of operation of our automatic brake apparatus. junction of two tracks, showing the mode of operation of our contrivance for automatically preventing collision.

The same letters of reference refer to identical parts in Figs. 3, 4, and

In Fig. 1, A represents the central stalion or desk, where the goods and cash are received from the counters; B B B B, &c., the tracks upon which the goods are transmitted to the central desk, which we shall call the direct tracks; 0 O O G,&c., the tracks upon which the wrappedparcels are returned to the counters, which we shall call the return tracks; D D t D D, 860., the cases or shelves containing the stock of goods, and the dotted lines the counters or tables upon which they are displayed in the usual manner.

The, various sets of tracks which emanate from the central desk being arranged in the ICC Fig. 9 is a plan of-a same way, we shall only explain the arrange ment of those tracks which extend to the counters K, L, and M, for example.

The direct tracks Band B over the counters K and L join at the points b and c with the direct track B from the counter M, so that the M, for example, which may be of any length,

is divided into as many sections as there are salesmen at that counter, or, as desired, and at each section E F, &c., are placed short side tracks, 0 P, &c., joined to the direct and return tracks B and 0, upon which side tracks the cars intended respectively for these sec-,

tions are automatically switched when returning on the track 0, and where they remain until ready to be sent to the-central desk again. In the same way all the other counters are provided at each section with side tracks. Wherever'the-direct and return tracks cross each other, as at the points S, T, and V, for example, it isintended to have them erected one above the other, in order that the cars on one track may not interfere with thoseon the other. The detail arrangement of the tracks at two of these sections and the automatic switching devices are shown in Fig. 2, in which B represents the direct track, 0 the return-track, C a branch track extending to another counter,

and 0 and P side tracks at dill'ereut sections' of the same counter. At each point where a side orbranch track joins the main track guides 'r, s. audt are fixed between the rails, but at different positions laterally, and each car is provided with a corresponding arm, 1), Figs. 4 and 5, projecting downward, so as to engage with the guide and throw the car on the branch or side track. 7 Hence it is only necessary, in order to cause a car to reach any desired counter or section thereof, to set the projection D on the car later-a ly in such a position with respect to the fails that it will pass all the guides except the one 1', tor example, by which it will be switched upon thedesired section 0; or,it' the projecti ngarm D were setnearerto theinner rail,

n, it would clear the guide 1 and strike the guide .9, or it nearer still it would clear both T and s, and the car would go on the branch track 0 to another counter. Another plan would he to have a difl'erent car for each sectionof counter, with the projections already set to correspond to the positions of the guides, each car being.

numbered or otherwise marked to indicate the section to whiclrit belongs. The dynamo-electric machine X, which supplies the actuatingcurrent, is connected at the points it and it, one end with one rail of each track 0 and B, its other end being connected at the points at and m to the other rails of the satne tracks, as shown, the two rails of each track being of course electrically insulated from each other. The rails of the side tracks, 0 and P, are shown in solid black to indicate that they are not electrically connected to the dye namo-machine, the momentum of the cars after leaving the main railsO being sufficient to carry them to the end of the siding. Whenevera car standingon the side track, 0, for example, is tobe seutto the central desk, it is only necessary to push it upon the switch-rails o and p, which arein electrical connection with the rails of the track B, whereupon it is 'supplied with the actuating-current and. automatically propelled to the central desk.

It is clear that the rails of the track must be insulated at the points where they intersect,

as shown in Fig. 2, in which the insulating material is shown in solid black; otherwise the rails of the track would become cross-connected, and the electric motors of the cars thereby short-circuited. All the other tracks are electrio-ally. connected in the same manner, each rail being connected to one terminal of the dynamo-machine, and consequently all the tracks of the entire system are operated in multiple or derived circuit, and since all the cars on the same track make independent connections to each rail, the ears are all operated on the multiple-circuit system, under which arrangement it is possible, as is well known, to increase or diminish the number of cars in circuit without materially affecting those in operation at the same'time.

The construction of the car is shown in Figs. 3. 4, and 5. it consists of a light frame or platform, A, of some non-conductin g material, suitably mounted upon flanged wheels, and carryiug a box or receptacle, B, in which the goods and money are deposited, an electric motor fixed to the under side of the'pla-tform A, and an electric brake.

The motor consists of two fixed electro-magnets, E E and F F, between the poles of which revolves the armature G, the shaft ofwhich carries a pinion, G, geared into a spur-wheel, H, on the axle ot the driving-wheels i and J. Theelectiic brake consists of an elect-romagnet, K K. fixed to the platform A, having an armature, L, upon the ends ofwhich are fastened shoes M M, which are pressed against the treads of the whet-ls N and O by theattraction ofthe electro-magnet K K, the rails of the track being electrically connected to the dynamo-machine X and the treads of the wheels being in constant contact with these rails. The current for actuating the motor "is taken from one rail by the wheel I, whence it flows to the axle P, thence through the spring or brush Q, which rests against the axle P, (the other wheel, J, being insulated from the axle P, as shown, in order to prevent the cutmetallic collar-cot the commutator U by a Circu t from passing directly to the other rail.)

thence to the shaft- S of the electric motor through the brush B.

To the other end of the shaft Sis attached a centrifugal speed-goiter nor, T, consisting of a radialarm, t, on which slides a metal block, 8, pressed against the spring, o, the tension of which spring opposes rotation is within a certain limit.

the centrifugal force of the block 8 when the arm is revolving, and retains said block in contact with the collar-u so long as thespeed of From the brush R the current flows through the shaft S, thence through the radial arm t and spring c to the block 8, thence to the commutator U through the metallic collar it, which forms part of the commutator, andwhich is insulated from the shaft S by a ringflt, of insulating material,

asshowninFigfi. Wh'enthespeedexceedsthe predetermined limit, which may be set at any desired point by screwing the nut to so as to alter the tension of the spring 1;, the metallic contact between the block 3 and the collar u isbroken, and sirice the current which propels the car is made to flow through this point of contact, the propelling force ceases to .act, and the spcedot' the car gradually diminishes until contact'is again made, when the current flows through the motor. as before, which thus automaticallyregulates its own speed, and consequently the speed of the car.

From the collar it the current flows to the comrection.

mutator U, which consists (Fig. 6) of a metallic cylinderordrnm fixed to but insulated from the shaft S, having three insulating-pieces, y y y,

sun k in its convex surface, so as to leave exposed three metallic surfaces w w, as shown,

:which make connection with two sets of metallic springs or brushes, a b and c d, one of 'Which sets is arranged to cause the motor to it rotate in one direction, the other being arranged to produce rotation in the opposite di 'lhese brushes aband a d are re-- spectively connected by wires, as shown, to

the four contact-points a, b, c, and d of the switch W, by means of which switch one set of brushes or the other may be utilized, ac-

cording tothe' direction in which the car is to The switch W consists of two bars, 6 andf pivoted in the middle, and preferably 'connected by a link, (not shown,) which bars are 1 respectively connected by wires gand h to the electric motor-magnets E E and F F. When the bars 0 and fare turnedso as to connect,

with the switch-points c and d. the current flows through the corresponding brushes, 0 and d, and the motor rotates in one direction, while if the bars are turned to connect with the points a and b the other brushes, a and b, con- Vey the current, and the motor rotates in the opposite direction.

.electro-magnets E E and F F the currents reunite aud flow through the wires j and l t to the set-screw z, againstthe point at which the brake-shoe M is pressed bya suitable retract After flowing through the ile spring of sufficient tension to withdraw the brake from the wheels when not attracted by theelectro-magnet KK, and from the setscrew '5 the current flows through the brakeshoe-and connecting-wire l to the spring at, by which connection is made to the axle 7t, thence through the tread ot' the wheel 0 to the return conducting-rail of the track, thus completing thecircuit through the car, the other wheel, N, on the same axle beinginsulated, as before, to prevent sbort-circuiting the motor. a The object in making'the driving-current pass through the set-screw 'i and brake M is to break the circuit through the motor,and thereby stop the car more quickly whenever the brake is applied, which is done by passing the,

driving-current through the electromagnet The spring Q, by which the current is taken off from the axle P, iscemnected to one end of the electro-magnet K K by a wire, 1), and the other end of this electro-maguet is connected by a wire, q, (see, also, Fig.3,) to an armn", which projects downward from the platform of the car and terminates in a flexible spring or brush, 1", so placed as to make connection to an auxiliary metallic strip or rail, V, (see Fig. 3,) V

which is laid along parallel tothe track at the point where the car is tostop,and connected to the return conducting-railZofthetrack. Hence whenever the brush 1" comesin contact with the strip V a circuit is completed through the electro-magnet K K, by which the brake is ap plied, the circuit through the motor thereupon broken, and the car stopped.

The mode of operation of this device is obviousi'rom the plan, Fig. 8. When the car indicated by the dotted lines reaches the connecting-strip V, which is in connection with the track-rail Z, a circuit from the rails is completcd through the electromagnetic brakeM by means of the brush 7" and the wheel I of the car, and the brake is thereby applied an Such rails Vmay be combined the counters to the central desk, it is clear that acol'lision must occur'unless one of the cars be stopped before itreaches the junction,whilc the other car is allowed to proceed. This result we accomplish by placing a connectingstrip, V, along parallel to the track Z at a proper distance from the junction, which strip is designed to come in contact with the brush r of the car on the track Z for the purpose of applying the brake, as we have already explained; butinstead of connecting this strip V directly to the return conducting-rail ol the track. Z, so as to complete the circuit through the brake, as before, it is connected to another strip, Y, designed to come in contact with an independent brush,- Y, Figs. 3 and 5, carried by the car on the track X. which brush is connected by a wire, as shown, to the spring M, through which connection is made to the return conducting-rail c ofthe track X by means ot'the axle n and wheel 0. The brush B has nothing to do with the automatic brake of the car on the track X, and is employed solely to connect the strip B with the return conducting-rail e, and since the rail 6 is connected with the corresponding rail of the other track, Z, a circuit is completed through the brake of the car on the track Z by means ofthe car on the track X whenever the latter car is passing over the strip Y at the same time that the former car is passing over the strip-V. The brush Y of the car which is on the track X, as already explained, does not alfect the brake on that car, and therefore this car is not stopped before reaching thejunciion, but is allowed to proceed exactly as if the other car were not approaching on the other track. By this device, whenever two cars arrive at thejuuction at the same time, the one on the branch track Z will be brought to a stand-still and caused to wait until the one on the main track has passed the junction or has leftthe end of the strip Y, when the circuit by which the brake is applied to the car on the branch track will be broken,

the circuit through its motor re-established,'

and the car allowed to proceed to the central desk.

The only essential conditions for the successful operation of this device are that the strips V and Y should be so situated with respect to thejnnction that the car on the main track can only fall to complete the circuit through and apply the brake to the car on the branch track when one of the cars arrives at thej unction sufficiently in advance of the other to avoid all danger of collision,

We do not contine ourselves to a car of any particular form of construction, nor to any particular style of electric motor for propelling the cars, nor toany particular kind of brake mechanism.

in order to maintain the amount of current supplied by the dynamo-electric machine or v other source of electric current practically constant, an automatic current-regulating device,

of which there are many well-known forms,

: may be arranged to automatically throw more or less current through the track-circuits, according as the combined electrical resistances or" these circuits is diminished or increased,

which change in resistance is produced by the addition or removal of the cars from circuit. It is obvious, likewise, that our system can be extended to the conveying of parcels throughout a city or town. When desired, the wheels of our carriage or car may be magnetwed in the well-known way, so as to insure sufiicient friction or adherence between the rails and the wheels.

What we claim as our invention, and desire to secure by Letters Patent, is I 1.- The combination, in an electric railway system, of two or more tracks branching or diverging at difl'erent points from one central or main track, switch-blocks or equivalent means placed at the junctions of said branch tracks with said main track and set at ditlercnt positions laterally with respect to the track,

three or more cars adapted to be automatically propelled by the electric current, and provided with automatic selecting coutrivances respectively adjusted to engage with their correspond ing switch-blocks, and thereby direct each car to its appropriate branch track or allow it to proceed uponthe main track according to the position at which the said selecting contrivance is set, substantially as described.

2. In an electric railway, the combination, with an electric railway-car, of an automatic electric brake mechanism and a device located on or near the track and arranged to apply the said brake when the car reaches a certain point on the track, substantially as described.

3. The combination, in an electric railway system, with two connecting-tracks and two cars driven by electric currents, one car being provided with an automatic brake and the other car being provided with a circuit-connecting device, ofthe stationary connecting contrivance, substantially as specified, whereby when both cars arrive at the junction at the same time one of the cars is caused to arrest the movement of the other car until the junction is clear, substantially as described.

4. The combination, in an electric railway, of a stationary conductor electrically connected with one of the current-supplying couductors or rails of the track, and a car pro-. vided with an automatic brake and a circuitconnecting device arranged to make connection to the stationary conductor, and thereby apply the brake to the car, substantially as described.

5. The combination, with the electric propelling-motor of an electric railway-car, substantially as described, of an e'lectro-magnetic friction-brake,constructed to be applied to the wheels automatically, when the car reachesa certain point on the track, by means of the electric current conveyed to the car through current-supplying conductors orrails of the track, and a circuit-breaking device operated by the said brake and arranged to break antomatically the circuit'ot" the current passing through the said motor when the said brake is applied, substantially as and for the purpose set forth. I

6. The-combinatiomiu an electric railway system, of conducting and insulating rails, as shown, and the automatic switching contrivances, whereby the car may be driven upon the conducting-rail to the automatic switching device, and then allowed to come to restvupon the insulating-rail at the, desired point, substantially as described.

ICC

7. The herein-descrihed'system of automatic veyed upon said tracks and propelled by elecelectric store-service, consisting of two or more tric currents conveyed to them through the 10 direct tracks leading from the stations of the rails thereof, substantially as set forth. salesmen to a central deskor station, two or E. N. DIOKERSON, JR.

- 5 more return-tracks leading from the desk to .QHAS. G. CURTIS. the said stations, a source of supply of electric if current electrically connected with the said tracks,and carsor carriers adapted to be con- Witnesses:

GEO. H. EVANS, WM. A. PoLLooK. 

